Internal-combustion engine.



W. I. WRIGHT.

INTERNAL GOMBUSTION ENGINE.

' l APPLICATION FILED JAN. 1l, 1909. 1,076,854. Patented 0@1;.28,1913.

6 SHEETS-SHEET 1.

Williamb JWIQ'QZ.

coLuMmA PLANDGRAPM cn.,w^smNoToN, Il. c:

W. J. WRGHT.

XNTERNAL GOMBUSTION ENGINE.

APBLIUATION FILED JAN.11, 1909.

1,076,854. Fatented Oct. 28, 1913.

6 SHEETS-SHEET 2.

/6 /6 /2/ @lq-a- 6 /f7 04 /14 5 Y 164 W. J. WRIGHT.

INTERNAL GOMBUSTION BIQYGINE.

APPLICATION FILED JAN, 11, 1909.

31.076,85LL` Patented 0,011.28, 1913.

` e SHEETS-SHEET a.

/ WITNESSE jm Mwfw.

ccLUMuIA pLANoGn/mn co., WASHINGTON, n. c.

W. J. WRIGHT.

INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED JAN. 11, 1909.

1,076,854. Patented 0011.28, 1913.

6 SHEETS-SHEET 4.

uLuMulA PLANOGRAPH co., WASHINGTON, D. c,

W. J. WRIGHT.

IIBITIRNAL GOMBUSTION ENGINE.

APPLICATION FILED JAN. 1I, 1909.

1,076,854. Patented 0015,28, 191.3.

COLUMBIA PLANDGRAPN col. WASHINGTON. n, c.

W. J. WRIGHT.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED JAN. 11, 1909.

Lm. Y 'Patented 001.28, 1913.

6 SHEETS-SHEET 6.

COLUMBIA PLANnma/mn CO..\VASHLNOTON. D. c.

Tun STATES PATENT orion,

WILLIAM .L WRIGHT, or FRANKLIN, rnNNsYLvANIa, assIeNoii To WRIGHT ENGINE COMPANY, or PITTsisUneii, PnNNsYLviiNiA, .i conrcnarie'n or DELAWARE.

iNTEnNAL-coiviiios'rron ENGINE.

Application filed January 11, 1909.

To all whom i?? may concern.'

Bc it known that 1, WILLIAM J. VVRIei-LT, residing at Franklin, inthe county of Venango and State of Pennsylvania, have in-` vented certain new Vand useful Improvements in internal-Conibustion Engines, of which the following is a specification.

My invention is an internal combustion engine of the two-cycle compound type, designed to use either liquid or gaseous fuel, and in its generic nature the invent-ion is an engine wherein means are provided for admitting and forming the working charge of agent in a higli pressure or primary cylinder; and after igniting such charge to propel the working piston on its working stroke, a previously used burnt charge is admitted to the primary cylinder to add its energy to that of the newly burned charge, and means are provided for utilizing the energy of suoli combined charge to simultaneously act on a second piston in a low pressure or secondary cylinder to cause it to act in conjunction with the primary piston at times.

Another object is to provide means for admitting the hurnable, explodable or explosive fuel into the primary cylinder under pressure and if desired, means are also provided for admitting the supporter of combustion into the cylinder under pressure.

Again my :invention has for its object to provide pumps for pumpingthe liquid and gaseous fuel separately through a common port into the working end of thehigh pressure cylinder and to drive such pump by a single mechanism. fr single governor is provided for automatically regulating the supply of either the liouid or gaseous fuel. ll/leans are also pro-vided for shifting the connection between the pump and a prime moving` crank shaft whereby when suchY connections are in one position the liquid fuel pump will be operative and when in another position the gaseous fuel, pump will he operative.

My invention also includes those novel details of construction, combination and arrangement of parts, allv of which will be iirst fully described, specifically pointed out in the appended claims and illustrated in the accompanying drawings, in which:

Figure 1, is a top plan view of my engine, the fly wheels being broken away. Fig. 2, is a vertical section on the line 2-2 of Specification of Letters Patent.

`section on the line l---fl of Fig. 5.

Patented Oct. 28, 1913. Serial No. 471,554.

Fig. 1. Fig. 3, is a similar view on the line 3-3 of Fig. l. Fig. e, is a horizontal l Fig. 5, is a vertical sect-ion on the line 5 5 of Fig. 4. Fig. 6, is an enlarged detail view 1of the liquid fuel pump and its governor sleeve. lfig. 7 is a1 horizontal section on the i line 7--7 of Fig. G, the reservoir or supply tank and its corniection with the liquid fuel pump being indicated in dotted lines. Fig.` 8, is a? detail view illustrating a modification of my invention. Figs.` 9 to 111 inclusive are diag animatie views illustrating the operation of my invention, when gaseous fuel is used. F ig. 15, is a diagrannnatic view showing the relative position of the several cranks when the liquid fuel pump is operated and the engine is operating on V liquid fuel, the gaseous fuel pump being inoperative. lig. 1G, is an enlarged detail `view of a means for shitting the pump crank from one position to another to throw one or the other pump out of operative position. F 17, a detail sectional view of the exhaust valve for the low pressure cylinder. Fig. 18, is a detail 'view of a part of the invention.

In the drawings, in which like letters and numerals of reference indicate like parts in i all of the figures, 100 represents the crank case and hed having bearings 101 for the crank shaft 128. The crank shaft 128 has i a crank 129 for the primary piston 122-3 and a second crank 127 for the secondary piston 133, the cranks being preferably set, in p 'acltice, fort-y degrees apart, although l do not wish to limit myself to this amount. 'lhe primary piston 123 has a pin 12st to receive the connecting rod 126 that joinsthe piston 123 with the crank 125). The piston 123 works in a. primary cylinder 120 while the piston 133 works in a secondary cylinder 130 and has its pin 134- joined with the connecting rod 136 that is in turn joined to the crank 127. ThecylinderSQO and 180 have ports 11G-109 respectively, that communicatethrough the valve 1013. The cylinder 120lias piston controlled air admission ports 122. The head 105 of the cylinder 1:20has a tubular projection 111l to inolose a chamber whose upper end is closed by a eap- 10Ql that has the combustible fuel admission port 165 and the depending exit bell 166 controlled by the valve 162 which is held closed by spring pressure. The passage past the valve 162 when open is such that the combustible substance will be admitted in the form of a tubular film so that it will suck air through the ports 168 in the bell 166 to mix the supporter of combustion with the combustible substance. lVithin the projection 111 a tube 164 of a vitreous material having apertures 121 is held to form a heat retaining ignition tube. The inner wall of the projection 111 is lined by a heat insulating sheathing or pad 167 that is held in place by a metallic tube 168 and the inner wall of the head 105 is likewise lined by a sheathing 170 held in place by a metallic plate 169. The piston 128 has its head dished to receive a heat insulating pad 151 and a` retaining metallic plate 152 while the piston 128 is also provided with a vaporizing corrugated cone 158. A spark plug 104 serves as a means for starting the operation of the engine. The piston 188 has its head dished to receive a heat insulating pad 108 and a metallic plate 118, while the cylinder head 114 is dished to receive a pad 115 and a plate 116. The exit port 181 of the cylinder 180 communicates with the valve casing 189 of the exhaust valve 187 whose stem is operated by a cam 117 on the crank shaft 128. A pipe 118 leads from a three-way valve 119 to the crank case 100, the valve 119 also communicating with the air ports 122 and with the atmosphere.

125 represents a cross head bearing secured to the crank case 100 and in which a cross head 185 reciprocates. The cross head 185 has a pin 141 that passes through the connecting rod 142, that joins with a crank 148 on a countershaft 144 that is mounted in bearings in the crank case 100. r[he shaft 144 carries a gear 145 that meshes with a gear 146, on the crank shaft 128, the gear 145 being mounted on a sleeve 246 that is keyed to turn withthe shaft 144 but is longitudinally movable thereon, the sleeve 246 having a spiral rib 147 to enter a groove 148 in the gear 145, and it is also provided with a collar 149 to engage a shifting lever 154 through the medium of which the sleeve 246 may be shifted to turn the shaft 144 with relation to the gear 145 through onehalf circle, for a purpose presently apparent. A. suitable shifting rod 200 is connected with the leverl 154 by a bell crank201 and link 202, as indicated. The lever 154 is pivoted to a depending portion 208 which forms a part of the fixed framing of the machine. rThe gear 145 carries a cam 155 that engages a lever 156 on the rock shaft 150, hereinbefore referred to. The gear 145 also carries a beveled gear 157 that meshes with a beveled gear 158 on the governor shaft 159 that carries the governor 160, hereinafter again referred to.

Mounted on the cross head bearing 125 is a gaseous fuel pump 171 whose casing is made of two diameters, 172-178. Vithin the pump casing is the pump piston 174 that is made of two diameters to correspond to the diameters of the casing sections 172178, the casing section 172 having air ports 175 to prevent the formation of a vacuum. The. piston 175 has a passage 17 6 from end to end controlled by a back check valve 177. A pipe 178 leads from the head of the casing section 178 to a three-way valve 179 that also communicates through a pipe 180 with the passage 165, in cap 102 of the cylinder head 105. The pump cylinder section 172 is provided with an air inlet port 181 in its lower end that admits air through a back check valve 182 for a purpose presently understood. The gaseous fuel pump 171 is also provided with a fuel intake port 188 controlled by a valve 184 connected through a pipe 185 with the source of gaseous fuel supply, the pipe 185 having a stop cock 186, as shown. The piston 174 is joined with a cross head 185 through a piston rod 189 that projects through a gland 1.90 in the lower wall of the pump casing.

191 represents the liquid fuel pump cylinder in which the piston 192 operates,rthe piston 192 being connected to the cross head 185 by a pin 198, so as to be operated therefrom. The liquid fuel pump 191 is surrounded by an overflow tank 194 from which an overiiow pipe 195 leads to the fuel reservoir 196, see Fig. 1, and a pipe 197 connects through a back check valve 198 with a pipe 199 that enters the pump cylinder 191 at the bottom thereof.

200 represents the fuel discharge pipe from the pump cylinder 191, which communicates with the three-way valve 179, as shown more clearly in Fig. 1. The pump cylinder 191 is provided with apertures 201 beneath which aseries of smaller apertures 202 are pro-vided, the passage of the fluid through the apertures 202 being controllable by a sleeve 208 that is carried by rods 204 which join with a head 205 to which the stem 206 of the valve 184 also connects. The head 205 connects with the lever 207, pivoted at 208 to a, bracket 209 and connected with the shiftable sleeve 210 of the governor 160, whereby the movement of the governor controls theJ operation of the valve 184 and the sleeve 208, it being understood that the sleeve 208 never closes the aperture 201.

1n the modified construction disclosed in Fig. 8, 1 form a jacket 211 around the cylinder 120 to inclose a space 212 which communicates with the three-way valve 119, through a port 218 so that the atmospheric air may be led into the chamber 212 to assist in absorbing the heat from the cylinder 120, if desired, or the air from the crank case 100 may be partly shunted into the chamber 212 if desired.

The foregoing constitutes a general description of the mechanical construction of my invention and before going into a detailed description of the operation of my invention, I desire to define certain terms hereinafter used, to Wit: 1st: When I speak of a fresh charge of combustible fuel or combustible agent, I mean either gaseous fuel or Eid lib

liquid fuel before it has been used in the engine.` 2nd: When I speak of Working agent, I mean the combined combustible substance and the supporter of combustion. 3rd: Villien I spreak of the primary burned working agent or reusable agent7 I mean the fuel after it has been once burned and used. l1th: llVhen I speak of the exhausted charge, I mean that part of the Working agent charge after it has been finally used up and is ready to be discharged to atmosphere. 5th: When I speak of an element of the Working' agent7 I mean either the combustible substanceor the supporter of combustion.

Bearing the foregoing definitions in mind, the operation of my invention Will be made clear from the following.

)perationz Assume the parts to be positioned, as shown in Fig.` 9, and the engine having' gone through several cycles of operation to bring all the parts into their full working positions. Assume further that it' is desired to run the engine on' gaseous fuel*` In that event the valve 17 9 will be turned to bring the pump 171 into communication With the cylinder 120, through the valve A compressed charge of Working agent vvill be burning* in the Working end of the eylin` der 120, While a charge of previously burned; reusable Working agent is being compressed" in the Working end of the cylinder 130, the valve 106 being closed. Ihe port 122 is also closed by the piston 128, the valve 181l is opened as is also` the stop cock 186. he pump 171 is forcing gaseous fuel into the working endl of the cylinder 120 Where it is` being burned. As the parts move from the position shown in Fig. 9, to the position shoivn in Fig. 10 the pump piston 174i will have completed its stroke and the valve 162 will be closed, the piston 123 Will be inevingunder the expansive force of the yburnt mixture in the ivorlii'lg endv of the cylinder 120 and the piston 123 just about ready to open the intercommunicating port betW :en the tvvo cylinders 120 and 130. In this po sition alsoV the valve 106 is open and the compressed reusable charge beginning; to be forced into the Working' end of the cylinder 120 from the Working end of the cylinder 130. In this position as Well as when the partsare in the position shown in Fig. 9, the exhaust valve 137 Will be closed; As the parts move from the position shown in Fig. 10 to that shown in Fig. 11, both` pistons123 and 133 Will' be moving' under the force of the combined newly burnt mixtu'r'e and old burnt mixture in cylinders 120 and the valve in the piston 17d is openeda it being understood that the valve in the piston 174 is open on the down stroke of the piston and closed on the up stroke. Noiv as the parts move from the position shown in Fig'. 1l to the position shown in Fig. 127 the piston 133 will have commenced to draw the `coinbined burned mixture from the cylinder 120 into the cylinder 130 and draw in air `tllrough the port 122,` it being understood that When the port 122 is piped up to the crank casing the air in the crank casing is compressed by the pistons 123 and 133 and rirshes into the cylinder 120. Vllhen the parts are in the position shown in Fig; 1.2, the valve 10G is open, the exhaust valve 137 `closed and the valve 162 is closed. New assume the parts to move from the positron 4shown 1n Fig'. 12 to that shown in Fie; 13,

the piston 133 on the last forty degrees of its down stroke will draw the old mixture below the intercommunicating port out of the cylinder 120 into the cylinder 130 and at the 4salme time permit air (the supporter of combustion) to enter the cylinder 120 `to replace the withdrawn mixture. By this time the parts have reached the position shown in Fig'. 13g the valve 1015 will have closed', the

`exhaustwillve` 137 Will be openedY and theA As the pistons continue their uli-stroke the piston 123 will valve 162 ivill be closed.

close the port 122 and compress the air within the cylinder120, it being understood that the cylinder 120 will be compressing' some old mixture in the project/uio; part of the cylinder head which was not Withdrawn from the cylinder 120 by the pistou 183 so as to maintain the ignition tube hot. its lthe `piston 123 moves on its 11p-stroke the exhausted agent in the cylinder 13 between the exhaust port and the piston 133 will be exhausted through the valve 137 to atmosphere, the exhausting' taluno' place when the parts move from the position shown in 13 to the position shown in Figi'. 1f. until the piston 133 has again closed the exhaust port i187, lWhen the piston 123 moving on its compression stroke and arrives Within twenty degrees of the end of its compression stroke the valve 162 opens to admit the combustiblecliarge into the Working; end of the cylinder 120 where it is inmiediately in'- nited and the admission of combustible charge continuing; until the piston 1213 has moved twenty degrees on its Working stroke from the position shown in Fig'. l), to that shown in Fig, 10. llllhen the parts are in theposition shown in Fig. 111, the valve 1(32 is closed, the valve 101i is closed and the exhaust valve 137 is opened.

ies

In order to operate my engine on liquid fuel it is only necessary to shiftthe sleeve to turn the shaft 180 deg. so as to bring the liquid fuel pump into operative relation to the primary and secondary cylinders as will be readily understood by reference to Figs. 3, 15, 16 and 18 of the drawings. Itis necessary to shift the position of the cam 155 to 1800 in changing from a gas operated engine to a liquid fuel operated engine and vice versa in order that the respective fuel pumps may be operated at the proper times as by the construction shown, unless the position of the cam be so shifted, the change from liquid fuel to gaseous fuel cannot be made with the pump pistons both operated from the common crank, as one is designed to discharge on the up stroke and the other is designed to discharge on the down stroke. As the engine speeds up the governorlGO draws down the member 207 Which closes off the valve 184 and moves the sleeve 203 to uncover more of the holes 202 in the pump cylinder 19, thus gas fiowv, if the engine is being used with gas as a motive power, is

, cutoff through the valve 181 proportionately to the speed. rlhe oil flow, when the engine is being used with oil, instead of being all pumped through the pipe 200 Will partly pass through the holes 202 on the down stroke of the piston and the piston 192 Will suck in less oil through the pipe 199, thus controlling the oil feed.

It should of course be understood, that When the engine is operating by gaseous fuel the stop cock 186 is open to cut on the supply of fuel, and the supply of liquid fuel to the pump 191 is cutoff so as to prevent liquid fuel entering the pump. When the engine is operating under liquid fuel, the stop cock 186 is shut, it being understood of course, that in shutting doivn the enginewhen running on liquid fuel, the supply of liquid fuel is shut off from the pump 191 by any suitable stop cock (not shown) or any other suitable Way, and as soon as the supply of liquid fuel in the pump cylinder beneath the holes 202 has been exhausted, the engine will stop operating.

1t will be noticed that as the combustible substance is admitted through the valve 162 the compressed supporter of combustion is thoroughly mix-ed with the combustible substance to insure as complete a burning of the combustible substance as possible and should any of the combustible substance remain unburned it will be reburned when returned to cylinder 120 from the cylinder 13G. The provision of the metallic lining to the piston head and cylinder head separated by heat insulating material insures a suiiicient retention of heat in the Working end of the cylinder 120 to obtain the proper combustion of the Working agent.

1n the practical operation, my invention is designed to operate either on liquid or gaseous fuel, and in starting the engine it is preferable to start on gaseous fuel after which the parts may be shifted to operate on liquid fuel and thus make itl unnecessary to use sparking devices except to start the engine. As the combustible substance passes through the valve 162 it will impact the cone 153 and it will also cause air to be sucked through the ports 163, the air mixing with the vaporized combustible substance that is vaporized as soon as it engages the cone 153, the cone by reason of its corrugations exposing a large heating surface to the incoming combustible substance. The air is also drawn through the ports 121 into the inside of the igniting tube 164.

The valve 186 in addition to being a stop cock, may also be a back check valve, or a separate back check valve may be employed in the pipes 185 for the usual purpose.

From the foregoing description, taken in connection with the accompanying drawings it is thought the complete construction, operation and numerous advantages of my invent-ion Will be readily understood by those skilled in the art to Which the invention appertains.

lhat- I claim is:

1. In an internal combustion engine, a primary cylinder and its piston, aV secondary cylinder and its piston, a crank shaft With which said pistons are operatively connected to operate one in advance of the other, said high pressure cylinder having controlled air inlet ports, said cylinders having an intercommunicating duct connecting the same and a valve in said duct for controlling passage therethrough, said secondary cylinder having an exhaust port and a valve for controlling said exhaust port, a fuel pump for charging the primary cylinder with fuel, means operated from the crank shaft for actuating said fuel pump to supply fuel to said primary cylinder at a definite time during the cycle of operation of the primary piston, a valve gear for actuating said intercommunicating duct valve to throW the cylinders into communication during the common down stroke portion of the cycle of operations of said pistons and to hold said valve closed during a portion of the up strokes of said secondary piston, a valve gear for operating said exhaust valve to hold the same open during a predetermined part of the up stroke of the secondary piston and hold the same closed during the remaining part of said secondary piston up stroke, said pistons moving together in the same direction during a predetermined part of their up and doivn strokes, vall being arranged that said secondary piston Will operate as a suction pump piston during a part of its cycle of operation, as an exhausting piston during another part of its cycle of operation, as a compressing` piston during a third part of its cycle of operation, and as a Working' piston during` the remaining part of its cycle of operation.

2. An internal combustion engine that iii-- cludes a primary cylinder and its piston,

a secondary cylinder and its piston, a ducthetiveen said cylinders, a valve for controlling passage through said duct, a Working` agent inlet port for the primary cylinder t and an air inletport for the primary cylinder7 an exhaust port for the secondary cylinder and an exhaust Valve for controlling" supporter of combustion through its air 1 ports during` a part of the cycle of ope: tion of said secondary piston, and? to cause said secondary piston: duringI the next part of its cycle of operation to force a` predetermined portionol-l said spent gases throiigh said exhaust port and to compress the remainder in: said secondary cylinder to` be turn-ed more or less to said" primary cylinder, upon 'the opening of said intercoinimt nicatingduct valvev andV further cause saidf secondary piston on the next succeeding portion ot its cycle of opera-tions to` act as a Working' Y piston.

3. An internal combustion engine,` aprimary cylinder and its piston', a secondary cylinder and its piston, a crank shaft with which said pistons are connected to` operate one in advanceof the-other, aninterconiinunicatinp; duct between said cylinders7 ayalve in said` duet for controlling the passage through the saine,` an exhaust porti forsaid secondary eyhn der,E am valve i torf controlling said exhaust port7 piston controlled air in` let ports for said primary cylinder, a` valve gear :tor actuating said intercominunieating duet valve, anda valve gear for operating, said exhaust valve, i connections between said valve gear and. saidV crank. shaft to cause:

said valves to be'opened and closed intiine with themovements of-` said pistons to cause said secondary piston-to actasapuinp pis-` ton during' one -part otitis cycle otoperation for supplyinga supporter ofl coinbustionito the primary cylinderthrough its air ports and to act as anexhaustingfpiston for forc-` ing a spent charge through said exhaustu valve `chirinp; a further part of its cycle ot operation, and a separate means for supplyinp,i a.coinbiistibleagent tofthe primary cylinder at predetermined intervals 4t; An internal combustion engine, a primary cylinder and its piston,` a secondary cylinder and its piston, a crank shaft with which said pistons are connected to operate one in advance of the other, an intercoinnnr nieating duct between said cylinders7 a Valve in said duct for controlling;1 the passage through the saine', an exhaust port for said secondary1 cylinder, a valve for controllingr said exhaust port, piston controlled air inlet ports for said primary cylinder, valve o'ear for actuating; saidintercoinn'ninieating duct valve, and a Valve gear for operating said exhaust i yalvep connections between said `valve gear and said crank shaft to canse said valves to be open-ed and closed in time with the movements ol said pistons to cause saidE secondary piston to act as a pump piston d ring one part ot its cycle of operation torsiiliplyinp; a supporter of combustion vto the p iniary cylinder through its air portsfand toiact as an exhausting piston for i toilcinp`v a spent charge throulsghi said exhaust valve di'iring' a further part oit itsV cycle of operation, and to cause said secondary piston to* compress a predetermined residual y part of the contents of said secondary cylinder during' a still :turthcrpart oli` its cycle lof operation and return some ot said resid ual. contents to the primary cylinder at times.

5. An internal combustion engine," a priN mary cylinder and its piston,V a secondary cylinder and its piston, ai crank shaft With "which said pistons are connected to operate one in advance of the other, an intercommunicating1 duet between said cylinders, aV valve 1in said duct for' controlling the passage' through the same, an exhaust port for said secondary cylinder, a valve for controlliniiq lsaid exhaust port, piston controller air in `let ports for said primary cylinder, a' valve' gear for actuating said intereoinniunicating;

`pont Valve, and a' valve gear for opci'atinaf` said exhaustA valve, connections between` said `Valife aear and said' crank sha'lt to cause said valves-to be opened and'closed initnnc With the movementsoiz said pistons'to cause 'said secondary piston to act as a pump pis# ton!during` one partI et its'cy'cle oi"` f iperation fonsupplying a supporter of combustionto thepriinary cylinder through its air ports,- and to act as anexhausting piston for fore-` inga-spent charge through said'enhaust port" during-` a further part ot" its cycle of opera tion, andv to cause said secondary piston to compress a predetermined residual part of the contents of said secondary cylinder duringastill ifiii'ther part of its cycle off-operai tion! and returnsome ot said residualA contents tothe primary cylinder at times, and tofurther cause said secondary pistonfto act as a Working piston during; the remaining` 'parts 'of its cycle oi operation.

6.i In an engine ofthe character stated. a primary cylinder and a secondary cylinder ioo and their pistons, a crank shaft and connections between said crank shaft and said pistons, an intercommunicating chiot between said cylinders, a valve in said intercommunicating duct, an exhaust port for said secondary cylinder, a. valve for said exhaustport, said pistons operating one in advance of the other, means for actuating said intercommuiiicating and exhaust valves through predetermined cycles with relation to the movement of said pist-ons to cause said secondary piston to act as a suction pump during one part of its cycle to evacuate the primary cylinder, and to act as an exhausting piston during a second part of its cycle of operation to exhaustl a predetermined part of the contents of the secondary cylinder to atmosphere through said exhaust port, and to act as a force pump piston during a third part of its cycle of operation to return the remaining or residual part of the contents of said secondary cylinder back into said primary cylinder, and to act as a working piston during the remaining part of its cycle of operation.

7 In an engine of the character stated, a primary cylinder and -a secondary cylinder and their pistons, a crank shaft and connection between said crank shaft and said pistons, an intercommunicating duct between said cylinders, a valve in said intercommunicating duct, an exhaust port for said secondary cylinder, a valve for said exhaust port, said pistons operating one in advance of the other, means for actuating said intercommunicating and exhaust valves through predetermined cycles with relation to the movement of said pistons to cause said secondary piston to act as a suction pump during one part of its cycle to evacuate the primary cylinder, and to act as an exhausting piston during a second part of its cycle of operation to exhaust a predetermined part of the contents of the secondary cylinder to atmosphere through aid exhaust port, and to act as force pump piston during a third part of its cycle of operation to return the remaining or residual part of the contents of said secondary cylinder back into said primary cylinder, and to act as a working piston during the remaining part of its cycle of operation, and means for separately admitting the combustible element and the supporter-of-combustion element of the working agent into the primary cylinder at predetermined intervals in the cycle of operation of said primary piston.

8. 1n a compound combustion engine, a primary cylinder and its piston, a secondary cylinder and its piston, means for admitting the combustible element of the working agent into the primary cylinder, and a separate means for admitting the supporterof-conibustion element of the working agent into the primary cylinder, means for ooIitrolling the entrance of one of said elements through its respective admitting means into the primary cylinder by the movement of said secondary piston during one part of its cycle of operation, means for permitting said secondary piston to exhaust a predetermined part of the contents of said secondary cylinder to atmosphere during a second part of its cycle of operation, said secondary piston operating to compress the remaining part of the contents of said secondary cylinder during a. third part of its cycle of operation and returning the same in whole or in part to the primary cylinder, said entrance controlling means including a duct between the two cylinders and a valve in said duct, together with a valve actuating gear to open and close said valve at predetermined intervals.

9. Separate primary and secondary cylinders and their pistons, a common crank shaft for the pistons, connections between the pistons and the crank shaft, separate admission ports to the primary cylinder for the combustible and the supporter of coinbustio-n, means including an inter-communicating duct between said cylinders distinct from said admission ports coperating with said pist-ons for controlling the admission through one of said admission ports, and means coperating with said secondary piston for exhausting the spent charge to atmosphere means for closing said intercommunicating chiot at times.

l0. Primary and secondary cylinders and their pistons, a common crank shaft for the pistons, connections between the pistons and the crank shaft, separate admission ports to the primary cylinder for the combustible and the supporter of combustion, means for controlling the admission through one of said admission ports, a pump mechanism for controlling admission through the other admission port, said pump mechanismy coniprising separate pumps, one fo-r gaseous fuel and one for liquid fuel, and a common operating mechanism for both pumps, and means ror bringing either one of said pumps into operative relation with the primary and seccndary cylinders and pistons, as desired.

11. Primary and secondary cylinders and their pistons, a common crank shaft for the pistons, connections between the pistons and the crank shaft, separate admission ports to the primary cylinder for the combustible and the supporter of combustion, means for controlling the admission through one of said admission ports, a pump mechanism for controlling admission through the other admission port, said pump mechanism comprising separate pumps, one for gaseous fuel and one for liquid fuel, a common operating mechanism for both pumps, means for bringing either one of said pumps into operative relation with the primary and secondary noventa cylinders and pistons, as desired, and a unitary governing mechanism tor governing the action of both. of said pumps.

l2. In a two-cycle internal combustion engine, a primary and a second cylinder having an intercommunicating port, pistons operating in said cylinders, a crank shaft to which said pistons are operatively connected, an exhaust port to the secondary cylinder, means including said secondary piston ttor drawing the spent Working agent from the primary cylinder into the secondary cylinder while sin'iultaneously admitting a fresh supporter of combustion, into the primary cylinder to be compressed by the primary piston on its compression stroke, and

means for admitting a combustible into the primary cylinder during the compression stroke of the primary piston.

13. ln a two-cycle internal combustion engine, a primary and a secondary cylinder having an intercommnnicating port, pistons operating in said cylinders, a cranlr shaft to which said pistons are operatively connected, an exhaust port to the secondary cylinder, means including said secondary piston for drawing the spent. Working agent from the primary cylinder into the secondary cylinder While simultaneously admitting a fresh supporter oi" combustion, into the primary cylinder to be compressed by the primary piston on its comliression strolre, and means for admitting a combustible into-the primary cylinder during the compression stroke of the primary piston, and during a part of the Working stroke of said piston.

la. 'ln a two-cycle internal combustion engine, a primary and a secondary cylinder, an intercommunicating duct between said cylinders, pistons operating in said cylinders, a crank shaft. to Which said pistons are operatively connected to operate one in advance of the other, an exhaust port for the secondary cylinder, a valve in said interconnnunicating duct, said primary cylinder having air admission ports, means for operating' said intercommunicating Valve to open the same at predetermined times to permit said secondary piston to draw the spent Working agent from the primary cylinder into the secondary cylinder While simultaneously admitting a fresh supporterot combustion into the primary cylinder When said air ports are opened, said intercommunicating valve operating means including provisions for releasing' said intercommunicating valve to permit the same to close as said primary piston moves on its compression stroke after closing said air ports, means for entering a combustible into the primary cylinder during' the compression stroke of the primary piston, said intercommunicating Valve operating means including provisions for opening said intercomlnunicating Valve after said primary piston has completed its compression stroke to permit said secondary piston to torce a part of the spent charge from the secondary cylinder into the primary cylinder as said primary piston begins its Werl-:ing strolre, said intercommunicating `valve actuating means holding said valve open until said secondary piston has proceeded a predetermined distance on its Working stroke.

15. ln a two-cycle internal combustion engine, a primary and a secondary cylinder and their pistons, means :for pumping one element ot' a working agent into the primary cylinder at times, other means for causing said secondary cylinder' to act as a pump to supply the other element the Werl;- ing agent to the primary cylinder during a portion oft the stroke cycle of said secondary piston, and to exhaust. the completely spent charge of Working agent to atmosphere during another part of the stroke cycle of said secondary piston, and to inject a previously burnt charge of Working agent into the primary cylinder at other times said last named means including an inlet port to said primary cylinder or the entrance et said other element of the Working agent, a val lfed port connection between said cylinders, and a valved exhaust port from said secondary cylinder, together with a connection between said pistons.

1G. In a two-cycle internal combustion engine, a primary and a secondary cylinder and their pistons, means for pumping one element of a working agent into the prim ary cylinder at times, and other means for causing said secondary cylinder to act as a pump to supply the other' element of lthe Working agent to the primary cylinder during a portion of the cycle oli' such secondary piston, and to exhaust the completely spent charge of Working agent to atmosphere during another part of the cycle ol said secondary piston, and to inject a previously burnt charge of Working agent into the primary cylinder While ignition is occurring therein, said last named means including an inlet port to said primary cylinder for the entrance of said other element et the Working agent, a valved port connection between said cylinders, and a valved exhaust port from said secondary cylinder, together with a connection between said pistons.

17. In a compound internal combustion engine of the character described, high and lonY pressure cylinders and their pistons, a common crank shaft to which said pistons are operatively connected to move one in advance of the other, an intercommunicating duct between said cylinders, a valve in said duct, an exhaust port for said secondary cylinder, and means for opening and closing said exhaust port at predetermined intervals, said primary cylinder having piston controlled air inlet ports, a crank case communicating with said cylinders below the pistons to form cylinder to pass into said secondary cylin` der and be replaced by air :trom said crank case, said valve gear having' provisions to permit said intercommunicating valve to remain closed during the compression stroke of said primary piston and emain open during the working stroke of said secondary piston.

18. In 'a compound internal combustion engine of the character described, high and low pressure cylinders and their pistons, a common crank shaft to which said pistons are operatively connected to move one in advance of the other, an intercommunicating duct between said cylinders, a valve in said duct, an exhaust port for said secondard cylinder, and means for opening and closing said exhaust port at predetermined intervals, said primary cylinder having piston controlled air inlet ports, a cranl case communicating with said cylinders below the pistons to form an air compression chamber, a valved inlet port connected to said crank case, a duct connecting said crank case with said primary cylinder air inlet ports` means for supplying a combustible to said primary cylinder, and a valve gear for actuating said intercommunicating valve to open the saine as said primary pist-on opens said air ports to permit the contents of said primary cylinder to pass into said secondary cylinder and be replaced by air from said crank case, said valve gear having pro` visions to permit said intercommunicating valve to remain closed during the compression stroke of said primary piston and remain open during the worlrng stroke of said secondary piston, said combustible admitting means including two fuel pumps and manually controlled means for bringing either of said pumps into operative relation to said pistons to pass fuel into the high pressure cylinder at predetermined times in the cycle of operation of said primary piston.

WM. J. WRIGHT.

Witnesses:

ALBERT E. DmTERIcH, JOHN T.V SCHROTT.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

